Internal-combustion engine and means for supplying charge thereto



March 1 1927. I

N J. M. CAGE INTERNAL coMBusTroN ENGINE AND MEANS EoR sUPPEYING CHANGE THENETO a sheets-'Sheet 1 Filed July 23. 1920 l uqwwwwwr:

March 1 1927. J. M; CAGE INTERNAL COMBUSTION ENGINE AND MEANS FOR SUPPLYING CHA'RGE THERE'I'O s sneaks-sheet s Fi1e d July '25. 1920 March 1 1927.

INTERNAL COMBUSTION ENGINE AND MEANS FOR SUPPLYING CHARGE THERETO 4Filed July 2:5.- 1920 8 Sheets-Sheet 4 Il l jizz/6757574.' m M je,

' J.'M. CAGE INTERNAL COMBUSTION ENG-INE AND MEANS FOR SUPPIJYING CHARGE THERETO March 1 Filed July 23.

8 Sheets-Sheet .6

March l 1927.

J. M. CAGE rINTERNAL coMusTloN ENGINE AND MEANS Fon SUPPLYINGQHARGE THERMO Filed July 23. 1920 8 Sheets-.Sheet Lyons/n,

dlr opera March 1 1927.

J. M. CAGE 1NTERNAL-coNBusT1oN ENGINE AND MEANS Non suPPmING CHARGENTHERETO Z-statement of my invention, to more than give -Iatented Mar. 1., .1927,

UNITED STATES PATENT OFFICE.

JOHN M. CAGE, or FORD cI'rY, ONTARIO,cA NAi A, AssIGNoR- 'ro c AoE ENGINE SYN- DIcA'rE, INO., OE NEW YORK, N. Y., A CORPORATION OE DELAWARE.

INTERNAL-COMBUS'EION ENGINE AND MEANS EOR sPrLYING CIIARGETIIERETO,

" Aiipucauon mea .my as,

This invention relates generally to internal combustion engines, not being limited to engines of any particular cycle ofoperations, although, as hereinafter described,

5 andffor the purpose of settingforth a specific embodiment of my invention, I describe more particularly ihemvcition .as applied to a two-cycle engine. f

f '.llhemore general and broader objects Of thenvention will be best understood from a short consideration of the inherent difficulties foundI in internal' combustion en-' gines; while the more detailed objects of. the invention, and the corresponding detailed accomplishments, as well as the general accom lishments of my invention, will be best understood from a consideration of specific forms of the invention applied to a twocycle engine. Accordingly, I shall not attempt, in the following broad preliminary a. general idea of what the invention is intended to accomplish` and, of the-means by which those accomplishments are obtained; leaving a full comprehension of the invention, bothin its broad aspects'and in its particular details of application, to be understood fromthe succeedingspecii'c descriptions of typical forms of mechanism embodyingI the invention.- f

the course of prolonged experimentation, development work, and tests of inter-A ,nal combustion engines, I have found that there is an inherent diiculty in such engines whichmaterially cuts down the volumetric eiciency of the engine at varying speeds.

Allbi'nternal combustion engines` are, to a certain extent, one speed engines-that is, they Obtain their highest ,efiiciency at the certain speed for which they have been -particularly designed. This deficiency in internal combustion engines is most marked in' two-cycle engines, although it is also true of four-cycle engines. Either type of engine vmust necessarily be designed to operate etliciently at some predetermined speed. If lthat speed is` exceeded it isof course readily apparent that the engine, upon each cycular operation, cannot take in a full 'charge inthe shortened time period; and accordingly` its eiiiciencyl drops. Ina four-cycle engine, it is of course possible to overcome these defects/to a large extent by increasing the port area; but there are practical mechanical limitationsupon the increase ofportarea (such cy, the two-cycle engine also has a low 1920. Serial No. 398,329.

as excessive heating present in large valves which are diiiicult to cool) with .the result that, in practice, all four-cycle engines, as well as two-cycle engines, have a practical limiting speed above which they become inefficient, due to the fact that they do not receive a full charge. Inaddition to the foregoing described high speed inefficiens eed inefficiency. Two cycle engines take t eir succeeding charge while exhausting the burnt gasesl of the preceding charge, the exha-ust and intake ports being open simultaneously. A ltwo-cycle engine must necessarily be designed in its port areas, charge compression mechanism, and speed of movement of the charge and of the exhaust, for a particular speed of operation.` If the engine falls below that speed` of operation, then the speed of travel lof the exhaust and 75 of the incoming charge is too fast for the Operation; with the result that the charge blows throughthe exhaust ports to a greater or lesser extent, and is also blown back through the, intake Port as the piston starts on itsreturn stroke, because the pressure in the vintake manifold has been reduced ex i cessivcly; with .the result that the volumetric efficiency is greatly lowcred. And the.volumetric efficiency is also lowered in such circumstances, due to the 'fact that the incoming charge enters at so high a relative velocity that 1t to a certain extent churns up the burnt gases in the cylinder; and -the total result under such circumstances usually is that a part of the fresh charge goes out with the'exhaust gases and part of the exhaust gases remain in the cylinder to decrease the efficiency of the fresh charge. For'these foregoing stated reasons my in vention has peculiar etlicacy in a two-cycle engine, where the exhaust is scavenged by an y speed engines. While it is true'that tlie four-cycleen 'ne' has been developed to the point Where 1t is flexible in operation .and may be operated throughout a large variation of speed, it is' nevertheless also true that'it is not at all ellicient in' its operation' except at the predetermined speed for which it has been designed. And in two-cycle envines the flexibility of operation is not near- Iy so good as in four-cycle en ines; it is not possible to operate a two-cyc e engine over the range of speed' possible ,to a four-cycle engine and the varlation in eiliciency 1n 'a two-cycle engine is so great' as to have made it hitherto practically impossible to use in automobiles, airplanes. etc.` f

I havediscovered that this ineliiciency in such engines may be overcome by varymg the pressure under which the. charge 1s fed to the cylinder in accordance with the resistance to .the flow of the charge into the work cylinder. Generally speaking, this resistance to the flow varies as the square of the speed of operation oi` the engine. In most or all engines heretofore constructed, the

pressure behind the charge tending to flow the charge into the workcylinder, has either been practically stationary' or has had a variation that has had no connection whatever with the speed of operation of the engine. (When I herein refer to the pressure tending to flow the charge into the work cylinder it will beunderstood'that I refer generally to the elective pressure, whether that is caused entirely by the suction of the engine acting at apressure `belowj atmosphere, or by applied pressure-above atmosphere behind the charge, or by both.) For instance,

in the ordinary two-cycle engine. having crankcasecompression or compression by a separate lpump of some1 character or other,v

the pressureon the charge will either remain substantially stationaryat all pract1cal speeds of operation, or it will increase to a slight extent as the engine increases its speed,

and then, havingreached a maximum, will complish my desiredresults by providing in connection with the engine, a. .means for `ausmg the charge tube fed under a pressure ing the work cylinder regardless of,

o operation, to put' into the cylinder a.

ar e that is not varied b variations inV which varies in accordance 'with the variation in the resistance to ll'ow of the charge.

lWith a properly constructed engine, this resistance to flow varies generally as the square of the/speed of'operation. I provide means which causes the pressure on the lcharge to vary generally as the square of the speed of operation; with the result that when the engine is operating at high speed,

Athe charge is under an approximately high pressure ,While when the engine is operating at low`speed, thev charge is under an ap.V

proximately low pressure. The engine having thenbeen once designed for proper operation at some given speed, it will lproperly and eiliciently. operate at av wide rangel of speed.

as involving means or arrangements that will elliciently put the full charge into the cylin- Or I may describe my Vinvention broadly der at the, highest speed`; adinvolvingalso means or arrangements that willretard the flow of the charge at lower speeds.

In supplying such an automatically varyi mg pressure to the intake of an internal combustion engine, .the pressure producing means may be located either between the carbureter and the engine intake, or may be located outside the carbureter. In the first instance the carbureter operates vas carbureters normally do, that is, it operates atv atmospheric pressure with suction on the outgoing side. In the second instance, the carbureter operates under ressure.

V.Although eit er system will accomplish f the desired'results, Ihave found that it is desirable to carburet under pressure because there is .then a yminimum tendency for the carbureted charge to drop its liquid fuel.

' In such asystem the carbureter can be very y close to the actual cylinder intake.

' It is also one of the generalobjects of this invention to provide a `system of carburetting that will operate efficiently under. pressure andk that will operate efficiently under varying pressure (meaning the effective difference .in pressure under which the carbureter is operating whether it is operating under suction, or under pressure, orboth).

And my'system' of `carburetion, asvwill-be hereinafter explained, is, by its inherent characteristics, suitable-for application to an -ordinaryl engine, o perating under suction,` without my speclal pressure producing means. i y.

lI have also found it desirable -to keep the pr/essure of the charge (both. of the scavenging air and of the charging air), as low las possible, so as to avoid as vmuch as possible vthle jetting of air or charge into the-work cylinder. Where the pressures are high vand i the linear velocity' is correspondingly high,

`there is a greater relative lag of the outerA parts of the moving column of. air due to rltion with the passage walls; with the yan Vsure at any particular spee depend upon the design of the en i'ne and i result that the movin column does not move uniformly-over itsfw ole cross section, and the charge has more or less tendency to penetrate the exhaust in the cylinder rather than displace it from the cylinder; This is avoided by keepin the pressure and velocity as low as possi' le. Accordingly, in my engines I preerably design the passage areas and the port areas and the time :periods during which 4the i will de nd upon the pressure utilized .atthe hig est speed of the engine. And alf though I state that, with a properly designed engine, it may not be necessar to have the pressure,4 for average spec of operation, above a half vpound orso square inch above atmos here, it will of course be readily recognize that the pressurewon the char' e may -be made higher without departing rom my inventio It is also an ob'ect to keep the' charge# pressure at the inta e port or ports uniform throughout the stroke-to keep the charge flowing at a uniform pressure instead of the pressure being allowed to fall as the charge flows into the cylinder. A

In an engine where a pum of the piston type, or" similar type,lis uti ized for raising the pressure of the charge, it isalso an object to provide an oil se' arator which will effectively remove the .lu ricating oil vfrom the charge so as to revent that lubricating oil from entering tv e. work cylinder.

In the application of my invention to a two-cycle engine, I illustrate and. describe,I

in some instances, separate pressure raising means v for separate scavenging air. and

lil)

charging air. The scavenging air that remains in the work cylinder becomesa lpart of the actual work charge; but, whether this -is true to a greater or lesser extent or not,

it will be understoodl that wherever yI use the word charge generally, I mean topinclude the air or -charge'which performs the service of scavenging, as well as the actual char e which forms the final work charge l for t e work cylinder; while I refer to the working char `as charge proper or working charge, or re er to 4tha air for that charge as air for the cylinder or. work charge- It with. its wor ports are open, to accom-,1 plish the eflicient introduction of charge to,

will ,be readil understood from-the context ,i

ust what is eing referred to; but I deem it desirable to make this preliminary explanation for-the reason that, although in ordi-v nary two-cycle engines it is common to make vone-and the same char e do the work both of scavengin and of c iarging the cylinder charge, yet'I prefer .to use separate charges for those-two operations. But at th'e same time I.do not'limit my in- .ventionnecessarily specifically tothe use of two separate and distinct charges, for scavenging and for giving the cylinder its work charge. These two separate charges may be compressed by separate or common means.

There are many. other objects of the inven- Ulf tion, and corresponding accomplishments of.

the mechanisms hereinafter described; but these various objects and corresponding accomplishments, as well as the. broad. objects of t e invention, well as the specificapplications of it, will be best understood from the following description of typical and now preferred forms of the invention as applied to two-cycle engines.

ghe following description is given in specific etal; but it will be understood that this specific detail is gone into not for the purand the invention itself as pose of limiting the invention to the details y l set out, but for the purpose of rendering my 'invention most', clearlyl intelligible as well in its specific-'application asV in its l.

broader aspects.

the accompanying drawings- Fig. 1 isl a vertical ection through one form of two-cycle engine equipped with my invention; Fig. 1 `is an enlarged section lof the carbureter shown in Fig. 1;`Fig. 2 is a vside elevation and verticalsection of the same, the section being taken as indicated And for the purpose ofv these specific descriptions, Il now refer to' site side elevation of the engine; Fig. 4"is a vertical cross section of a somewhat different form of engine equipped with ya different forml of pressure raising device; Fig.v 5 is an elevation and section of the same, the section being taken as indicated byline 5-5 on'Fig.l 4; Fig. 5 is an enlarged section of the carbureter shown -in Fig. 5; Fig. 6 is a artial view similar to Fig. 4 showing a Y iferent'form of mechanism for controlling operation of the throttlefyalve of the carbureter; Fig. 7 is a vertical cross-section of another from ofengine equipped with another form of 8 is a plan oft e same with vthe head bloc removed, said view being taken as indicated by line 8-8 on-Fig. 7; Fig. 9 is an enlarged detail section vshowing a variation i'n the method of cont-rolling lone of the carbureter valves; Fig. 10 is a kview similar to Fig. 7 showin with parts in Section ofthe form of mecharessure raising device;

a modification of the mechanism shown in Fig. 7; Fig. `11 is a side elevatiom'i nism shown in Fig. Fig. 12 is a diagram illustrating the typical sequence of events in a two-.cycle engine of the character herein described; and. Fig. 13 is a sectional view showin a mechanism similar to that of Fig.

4 V7 but s owing the application of my invention to an engine .of thefuel injection type.

Referring now firstto Figs. 1, 1, 2 and 3, I show therein a lform of two-cycle engine which operates on a sequence illustrated in Fig. 12. This-two-cycle engine is of the general type and construction illustrated, de-

- scribed and claimed in my prior applications on internal combustion engines, Serial Number 283,897, filed June 16, 1914; Serial Number 173,409, filed June v7, 1917 g and Serial Number 252,356, filed September 1918.

It is not necessary here to go into a detailed description of construction 'and operation of this engine except in so far as is necessary-to a complete understanding of the application of my present invention to it. In `this form of engine there isa cylinder block v having cylindrical bores in each of which two concentric sleeves 21 and 22 are adaptedto reciprocate. I find it best to make t-lie inner sleeve of steel and the outer of 'bronze (preferably die. casting bronze), the outer sleeve running in the cast iron cylinder block. These metals make the best combination and are free from seizure. These sleeves are provided` with/suitable ports adapted to register with'ports in the wall of the cylinder block as follows: Ports 21a and 22a are adapted to register with ports 20a through which the scavenging air is taken into the air compressing-space above piston 23 and below head 24 which is mounted in and travels with the inner sleeve 22; ports 21b and 22b are adapted toeregister with port 20b through which'th'e compressed air for the working charge passes from the compression space below this piston 25 and above head 24; ports 21 and 22c are adapted to register with the final exhaust ports 20C; ports 21d and 22d are adapted to register with ports 20d through which the mixture under pressure is taken into the work chamber above work piston 25 and below the cylinder head 26; ports .21 and 22 are adapted to -register with ports 20" through which the scavenging air under pressure is admitted to the work chamber above piston 25;

ports 21*t and 22f are adapted to register with ports 20t through which air for the working charge is first admitted to the compression space below work piston 25; and ports 21g and 22g' are ada ted to register with'ports 20s throu h which scavenging air is exe pelled un er ressure from the compression s ace above t e compression piston 23. In t eprevious construction of such an engine' as herein described, the scavengingV air from port 20g, or`from the several ports 20g of a1 multiple cylinder engine, has passed into a manifold 27 and from that manifold has passedl directly, or through a passage of some capacity Vto act as a reservoir, to the manifold 28 which feeds the port'20, or feeds the several ports 20 of a multiple cylinder engine. In my present invention I interpose between manifold 27 and manifold 28a pressure controlling device which effects the mode .of operation hereinbefore outlined. This operation may be referred to and described generally asaspecial controlling operation which keeps the effective pressure at the desired point, automatically varying With'variations in speed of operation of the engine. Or it may be considered as a means to allow quick passage of the air when the Ven ine is operatinc` at high speed and to retar the passage of t e air when the engine is operating at low speed. The form of my invention here illustrated, and the form of engine mechanism here illustrated, are typical of engines having a charge compressing mechanism which compresses, with any given throttle opening, a. certa-in constant amount of air or charge upon each operation of the engine, and which consequently, if the same amount of that charge enters the-engine work cylinder each time, would maintain a constant pressure in the transfer manifold. 'But at higher speeds the charge has less and less opportunity to enter the Work cylinder, with the result that a pressure is built up in .the transfer manifold. I utilize the fact of lessened time opportunity for entry of charge into the work c linder, for the purpose of causing actuation in this form of my controlling devices to gradually throw the retardin means out of operation in proportion as t e speed is increased. This engine being, as hereinbefore indicated, one of the type in which separate scavenging air and work charge air are used.

I provide separate kpressure controlling' mechanisms for them. In the present illus# tration of the invention these twov controlling mechanisms are in their broad essentials ,from each of these manifolds 27 there is an outlet 30 leading into an oil separator 31. This oilv separator may be of any suitable kind; but typically it may embody a chamber of sufficient size to cause a temporary substantial drop in velocity of the air Nithin the chamber there are suitable baffles 3 2 and iso 33 causing the air to take'a circuitous route to the outlet 34 from the oil separator. It will be understood that the sleeves and pistons are lubricated in any suitable manner, and that the lair charges compressed by the pistons pick u a certain amount of this oil. It is undesira le to have this oil carried byy the charges into the work chamber.l The lubricating oil picked up in the scavenging air compression cylinder and carried out by the airfdrops out and passes through the perforated bottom at 35 into an oil chamber 36 whose outlet valve at 3 7 is 'controlled by a float 38. The oil whichvescapes from this iioat controlled outlet passes through a pi e 39 into the work charge air intake 40, w ere the oil is carried by vthe iiow of air into the manifold 41 which feeds the port 20. The lubricating oil is thus carried into the space below work piston 25 and assists in lubricating that piston.

Outlet 34 from oil separator 35 is in direct communication throu hthe passage 42 with pipe 43 that leads directly to manifold 28 which feeds the ports 20. `Passage'42 also has an outlet at 44 controlled by a very light and delicate valve 45 and forming the opening to a reservoir 46 of considerable capacity. In an engine of the size illustrated, with 'a work cylinder diameterv o f about three'and one-half inches and a stroke of say three and three-quarter inches, the-capacity of the reservoir 46,y (of which there are two) may be as much as fifty cubic inches or more.` hese two reservoirs 46 are connected by a cross-pipe 4 7 so that, in eiect, they may form a single reservoir of comaratively large capacity. In the pipe 47 tween the two reservoirs, I may place a valve 48 which may be set and /held in any suitable position by any suitable means, as

by a set screw-49. Adjustment of this valvel may effect the amount of communication between the two reservoirs, and therefore, as to each reservoir and as to its eect upon the operation of two cylinders of the engine, vary the effective reservoir capacity in each control system.

The outlet from ea'ch reservoir is at 50, leading back', into the assage 42; and this outlet may be controlled) by a suitable valvular means, as illustratedat 51, for the pur- 'pose of controlling the speed of ,escape of air or gases from the reservoir. The Valve at 45 is preferably a light and 'sensitive Valve, beingf illust-rated as of thatJy of valve known commercially as the utermuth valve. This valve may be adjusted to operate under very small differences of pressure, and to seat tightly and quickly.

With the foregoin described features of construction in min the general features of operation of the pressure controlling mechanism may now be understood. In the operation of .an ordinary engine, with portsv and passagesdesigned to admit the charge into the cylinder at any given predetermined speed, it is readily understood that ordieration, however, is small as compared with the variation in pressure requisite for overcoming the much higher resistance at 'the high speeds and for putting the charge through slowly enough under the much lowered resist-ance at low speed. In other words, as has been herenbefore explained,

thel too'hi h pressure at 10W speed simply causes a, lowing through of the charge along with the exhaust, and a mixing up of remnant exhaust ases With the incoming charge, and atA hig speed causes an insufficient charge. Now in such an operation of the engine, my mechanism acts as an equalizer. At low speed, apart of every y)compressed charge ywill enter reservoir 46 through valve 45, and there stand at pressure which depends, among other things, upon't'he relation of capacity of the whole transfer system between ports 20g4 and 20 to the capacity of the umping cylinder. The increased capacity ci) this transfer system, due to the interposition of reservoir 46 inthe system,'causes that pressure, at low speed, to be. considerably lower 'than it would ordinarily-be; and the amount by which it is lower than it would ordinarily be is controlled, as stated, by the total capacity of the system as com ared with that of the direct transfer mani old (the tr'ans' fer manifold proper), which capacity of the whole system may bevaried by varying the vcapacity 4of reservoir 46. Consequently, as

port 20e is opened, the charge begins to flow in under a comparatively much lowered pressure; and as the char e flows in,.1ower` ing the pressure in mani o ld 28 and transfer pipe 43, the air which has passed into the reservoir 46 passes out of that reservoir through the valve controlled passage 50 and thus finds its way to the port 20 and passes through that port. The effect of this reservoir 46 at low speed is not onlythat of an enlargement of ca acit-y of the transfer system, but it also e ects a retarded action ue to the retardation of the flow of air from'the reservoirl 46 through the restricted outlet at 50., 'Ihushthe flow through port 20e is not only made comparatively slowtbut it is also made uniform throughout each charging 0peration; because the action of the reservoir in restrictedly feeding the transfer mani-- as y the reservoir, with its excess capacity, is

cut more and more out of operation. lAt

y, high4 speeds, as the pressure in the transfer outlet at 50; until, at very high speeds, whenl Jthe air in the reservoir has Very small opv portunity to escape through port 50 duringY system increases, the pressure in reservoir 46 is gradually built up, due tothe restricted the small time period in which port is open, the reservoir 46 practically is put out of commission, and the compressed air goes right through'the transfer pipes and passages, practically just as if the 'reservoir Was not 1n, connection with them. The reservoir then acts, not to take and exhaust its -full capacity on each operation, but-merely vto keep 4the transfer Vmanifold pressure up to -that pressure which will just cari' itsA original pressure through each operation,

by reason, of the .restricted .escape of air through port. 50. Under these circumstances, it will readily, be seen that, by properly designingand proportioning the crosssectionalareas and the capacity of the transfer passages in such a manner that the res-V sure raised therein b the'operation o the pump system is sufficient to force the rcharge throu li the transfer passagesand into the 5er at a high s eed of operatoif; and by proportioning an designing the capacity of reservoir 46 so that, 'at low speedl of operation where there is time lfor the reservoir capacity of air to eifectually act, ythe combinedfcapacity of the transfer system proper and the reservoir is suiicient to lower the effective pressure of the charge -ltlo t e charge' into the cylinder during the onger period of time that port 20e 1s open; the volume/of charge taken by the `work cylinder on each stroke is made to be unaffected by variations in speed ofoperation and consequently the compression pressure is unaffected b variations in speed. As I have before sai I have found it desirable to keep.

the charge ressure as low as is possible consistent with reasonable sizes and time periods of opening-of the ports. Of course the 'time of opening of the intake ort is controlled very largely by considerations of elliciency of operation of the engine; and

the size ofthe port is controlled very largely Aby mechanical considerations; but within these limitations it is desirable to keep the pressure as low as possible in order to make the iow of charge as uniform as possible and to avoid churning up of4 the cylinder contents. Churning up the hot exhaust ygases always leaves a certain amount in the cylinder to cause pre-ignition on the next compression. lWith the actual capacities determined by the pressures to be used, the

transfer pipes and passages are made of as large cross-section as possible to reduce fric- Whatever ma be the absolute ca-` pacities ofthe trans er passages and4 resertion.

wvoirs, the4 relations between them, and the regulations of the various ports, they are so made that the effective pressureupon the charge, being that pressure which tends to force it through the transfer system against the flow of resistance, varies` substantially as the resistance itself varies.

After an engine isonce properly designed,

it may not be necessary to provide valve control at 5l or to provide valve controlat 48; but for the purpose of illustrating my invention I show them as' controlling means. One of them controls thev speed at which the air escapes from the'shunt reservoir back into the transfer system proper, and the other one controls the effective total capacity of the reservoir to a certain extent (it being remembered that the pressure in the transfer 4 system Aand in the reservoir rises and falls with the pulsating action of the engine and that in a f our cylinder enginenotwosets of pistons are'made to operate to ether).

On the carbureter side oft e engine the a1r for the work charge passes out of all ythe vports20b into a. common manifold 60 and thence through transfer'pxipe 61 to the inlet,

62 of oil separator 63. 1s oil separator 63 has the same construction as hereinbefore 'explained and from its. oil chamber 36' L a pipe 64 leads in'to the crank case of Athe engine. Thus the lubricatingoil which firstl came out of the air compression space above piston 23 with the scavenging air and which was separated out of the scavenving air in separator 31, has passed into the c arge compression space belowfpiston 25 to assistin lubricating that piston, and the part' of the oil which has then come out'of that space with the' com ressed charging air is Anow separated out in the separator63 and-passes backffto the crank case. This separation of the oil from theA chargesy eliminates undue smoking in the exhaust.

The compressed charge air passesthrough the separator outlet65 into the passage 66 which is indirect communication with transfer'pipe 67 which feeds manifold pipe 68.

AFrom this manifold pipe68 there are two short branches, 68 that communicate with the two manifolds 69, each of which serves the intake ports 20d of two lcylinders. -Although, las hereinafter set forth in other forms of mechanisms, I may use a single carbureter for a whole engine, .in this case I engine of the size described, say of one hundred cubic inches capacity or more.

CII

The Structure of the carbureter i'n thelform I prefer for. use in my system is shown in de-V tail in Figs. 1,1* and 2. I lemploy, an ordie nar theliquid is controlled by valve'71 operated by oat 72. From the fuel lchamber the fuel passes through the hollow interior 73 of a rot-ar valve 711..v This rotary valve 74 is set in a ore 75..which partially encloses the rotaryfvalve. The rotary valve has'one side cut away to form a valve port at 76,- and this valve port may be more or less Wholly registered with the open side of the bore by rotating the hollow valve.N `d3acent the valve, and communicating with the open side of the valve bore, whose wall 78 is arranged more orless c oncentrically with the bore so that air passing through the passage 77 in the direction indiextension 68, between the point of communication at 80, and the nozzle or tube at 79 there is a throttle valve 81 mounted on'shaft 82. In the passage 77b there is -another valve 83 mounted on vshaft 84;; and ythese twovalves are connected together by a c nnecting mechanism indicated at 85 in such a manner that when throttle valve 81 turns iin the'd-irection indicated by the arrow lto open, valve 83 turns in the direction indicated to close. l lThe throttle valve shaft 82 is also. connected by the connecting rod indicated at 86 to the rotary valve 74, in such a manner that when thevalve 81 rotates in the direction indicated to open, the rotary valve 74 rotates 4in the same direction to open its port 76.

CTI

' mally stand in it, are determined in accord- In the operation of this carbureter, when the lngineis being started, liquid fuel stands in t e by the "etterbL; valve 81 is closed and yvalve 83 open. The air which passes through the carbureter will therefore pass througlh passage 77 and will first 'force the liquid t into the manifolds to thence enter the cylinders. The capacity of passage 77, and the depth to which the liquid is allowed to norancev with the amount of priming fluid, desired to be put into thecylinders. As soon as the engine has started 'its operation, airfiowsmore or less continuously through the passage 77, icking u the liquid fuel 'as fast as it fiows t rough the valve 74 fuel chamber in which the/height of there is a.- pas'sage 77 as indicated at 77, and communicatesv assaofe 77 up tothe level indicated roughy and carries the liquid fuel'through the nozzle 7 9 linto the manifold 69. As the engine increases in speed, or as more and more 'charge air is compressed up to the carbureter, the valve 81 is opened. Many suit' Vable means may be used for opening the valvev 81, and of course at'thev same 'time .closing valve 83; but, generally speaking, means are used for opening the valve 8'1 in accordance with the amount of-air for charge being fed to the carburetor. In this particular case, the amount of air-being fed to the chargefis of course the amount which is being compressed below the piston 25; and .I

this is controlled by'any suitable means, as I.

by a throttle valve 90 on the charge air intake 40. As valve 90 is opened and more and moreair is compressed to put a larger openenl, valve 83 is closed, and fuel valve 7 4 is opened. Although I explain hereinafterother'means Ifor causing the opening of valve 81 in accordance Withrthe amount of charge air pumped, to the carbureter and to the work cylinder, I show here a mechanical connection between throttle 90, this mechani cal connection being illustrated at 91 and 92. The two thi-ottles 81 of the two'car,l bureters in this mechanism may be mounted on the same shaft 82, so as to operate toether. As a result of this interconnection, 1t will be seen that valve 81 opens just in `charge into the work cylinder, valve .81 is'4 proportion as valve 90 opens; so that as the valve 90 is opened to give the engine a larger charge; valve 81 vis opened to pass a larger "f charge, and valve 88 is closed down so as to decrease relatively the amount of air which passesth'rough passage 77. The iowof air through the manifold extension 68a and through the manifold 69 of course has al the liquid fuel into the manifold. When the engine is vrunning atvlow speed, or run-- ning lightly, a `conuparatively-f large amount of air d of liquid fuel is t ierefore largely caused by gravity. But when the engine is running under a heavy load, the throttle 81 is more nearly open and valve 83 is more nearly ows through passage 77 .and the flow f closed, with .the result that a considerable amount of suction is exerted on the fuel flow tendinglto draw'the fuel into the manifold in the stream of air. Now the closure of the valve 83 decreases the active effect of that suction on the fuel which flows through the yalve; and thus the amount of liquid fuel 1s kept Constantin proportion to the yactual passing through the ycarbu- In this, asin the other forms of two-cycle engines 4which I herein explain, my preferred cycle of operations for the'work cylinder involves approximately the following described sequence. n The exhaust is'opened 70 at about 50 before bottom dead center, and

closes at about after bottom dead center;

It is desirable to have the exhaust opened during as short a period as ossible, 'consistent with clean -scavenging ci) in order to keep the ex ansion stroke as long as possible, an

the exhaust, ,75A

in or er .to begin the elfeccourse this variation i-n amount of air passp'roportion to the variation in the amount of tive compression stroke as soon as possible to air passing through the carbureter. v Of get a full.- charge compressed in the cylinder. The scavenging air opens vat about from 80 ing through the carbureter is also in accordance with the variation in the difference in pressure on .the intake and outgoingsides of the carbueter; and in such a case' the valves 81 and 83 and 74 may be operated automatically by a mechanism controlled by the variations in such differences in pressure,

as is hereinafter'described. Or, inV the case of a carbureter which operates with latmos-` pheric pressure at its inlet and the engine suction upon its outlet, the valve 81 `may become the primary throttle valve of thelWhole system, and valve 83 may be actuated then by the amount of suction on the engine side of tlie valve 81. This is also explained in detail hereinafter. I only speak of these things now in order to point out the fact that this form of carbureter operates re-` gardless of the absolute pressure, and is made to be automatic in its action so as to maintaln a perfect mixture. Such being. the case, it is of course useful for universal application; 4but it is -particularly useful in my system, where, as hereinbefore explained, I-wish to vary the pressure in the transfer manifolds. in accordance with the speed of.operation,..

as herein stated.

In an engine of the character which I am now describin ,'the .scavenging air may or may not be un erregulating control, depending very largely upon Whether the' scaveng` `ing air is used to form a part of the final work,v charge in the Work cylinder. A part (the first part) of the scavenging air may pass out along with the exhaust, and a part may remain in the cylinder to mingle with the incoming charge proper. Where such is the case the incoming charge proper is usually arranged to be comparatively rich in fuel; and also in such case it may be desirable to somewhat regulate-the amount of p scavenging air put through. Accordingly there may be a throttle valve 100 in the Scavenging air intake 101 and this valve ma be connected with valve to operate witli7 it However, valve will be arranged so that,

'even vwhen valve 90 is closed,

closed, the valve 100 will still amount of air to pass to .form a minimum scavenging charge. v

vor practically allow a certainv the cylinder `has fallen sufficiently that the 55 l i scavenging air, at its low ressure, may enter, The scavenging air c oses at about 10? after the bottom dead center-say, on an avera e, about 15 before the exhaust closes.

The c arge proper opens at about 30 Vbefore 90 bottom dead center and closes at about the same point that the exhaust closes. Closing the charge at the -same time that the exhaust closes, instead of allowing the exhaust to remain open..for a longr period,A prevents 9'? blowing through of t e charge.v By not?. leaving the charge port open after the ex-4 haust closes, blowino' back of the charge into the charge manifold is prevented; And another reason whyI leave the exhaust vport 100 open after the scavenging air has closed and during flow of chargev proper, in this par-- ticuglar type bf engine, is this; lthat the scavp' enging air is of less volume than the entire combustion cylinder capacity and the'charge'105 proper must displace some o f vthe exhaust.

The point of opening of the charge port is r fixed more or less by the' port area and the time that it is necessary tokeep that port open in order to get a. fulll charge into the .H0

cylinder. In all cases, however, thelv charge goes in after the scavenoing air goes in; and the stoppage of flow 0I the scavenging air before the charge proper is stopped, insures a rich enough mixture in the upper part of the cylinder, near the charge port and near the spark plug, tofinsure ignition.

It will be understood that the various sleeve ports are soplaced, and the sleeves are so reciprocated,'that the above described :ic-",120 tions takel place. In the drawings I show the ports sition, an ating mechanism approximately in correct placed approximately in correct porelation, to accomplish the above described sequence of operations. C designates the center of the crank shaft; C1 the crank pin center for the piston connecting rod R; C designates the center of the crank pin or eccentric for the inner slee-ve connecting rod 13 I show a diagram of sleeve actuouter sleeve connecting rod R. It will of piston type compressor.

course be understood, however, that in a drawing of this character it isimpraeticable to make accurate representations of the timingelements; the positions and sizes ofthe ports, thethrows ofithe sleeve cranks,van(l their 'positions relative to the piston crank,

must be accuratelyL worked out on each de"v sign. l

The form of engine described in the foregoing is provided' with-positive piston type compressors. In the form now about to be described and shown in Figs. 4 `and 5, compression is had from a positive type of b-lower; and the structure of the engine also differs somewhat from the structure previously described in other details, as will be pointed out. The function of the blower, however.,

. is practically the same as that of the positive compression piston, the blower delivering a volume of air which, at a constant pressure, varies directly inproportion as the speed of operation of the engine. At the comparatively vlow pressure desired, however, the blower involves less mechanism, and is simpier to construct and to operate, than the show two cylinders of an engine. Here the cylinder block 110 is provided with bores in which valved sleeves 111 and 112 reciprocate in the saine manner as hereinbefore described. ,Ports 111c and 112c are adapted to register with exhaust ports 110C; charge intake ports 111d and 112d are adapted tofregister with charge intake ports 11W; ports1 111 and 112e are adapted to register with the scavenging air'intake port 110e; all in the ysame manner and in the same sequence as hereinbefore explained, so that the cycle of operation in the work cylinder above the piston 113 is the same as hereinbefore described. The cylinder head structure 114 extends down inside the upper ends `of the two sleeves. yIt has-in it por-ts 115 and 116 which register with ports 110d and 110; and below these ports the cylinder head structure has a part 117 which forms and encloses a downwardly contracting neck or nozzle 118 through which the scavenging air and the charge lproper must lpass downwardly in order lto reach the space directly over the piston, which atl that time is of course in the lower part ,of its movement.

This head structure is somewhat similar in,

its general characteristics to the head structure described and claimed 1n my co-pending application, Serial No. 252,356, filed September 3. 1918, entitled internal combustion en-I gine, having, asone of its functions, the partial retention of the charge proper around the spark plug 119. However, the nozzle 118..

In Figs. 4 and-5Ik der space above the piston; so that the stream of charge, in general, is passed downwardly to the topA of the piston and then tiows upwardly along the cylinder walls to reach the exhaust ports 110, which are in this case located at the upper part of the work cylinder. This expedient practically doubles the length of the path which thel charge has to travel in orden to reach the exhaust ports, thus diminishing the liability of the charge passing out through the exhaust port and also increasing the length of time that may intervene between the opening of the charge port and the closing of the exhaust without liability of the chargeblowing through the exhaust. This part 117 is comparatively.'

heavily constructed and is in immediate metallic connection with the water cooled head so that it carries away heat a great deal better than a baliie mounted on the piston. v

I have shown the pistons in these engines rather heavily constructed; particularly at their heads and where the heads join the piston skirts. This is to allow the free flow of heat to the skirt from whence it may be conducted and radiated from a large surface to and through the sleeves to the water jacket. In 'a two-cycle engine,l where there is a great amount of heat to-be carried away from the piston, lthis piston structure is very advantageous. I also show the piston in Fig.

4 provided with transverse oil holes 13a' which supplies air under pressure for bothv scavenging and charge proper. Theblower illustrated is that known commercially as the Sturtevant high pressure type, positive blower, and need not be particularly described here. It vdelivers its air at the blower outlet 121 and from this outlet the vertical manifold leg 122 leads up to the charge manifold 123; and also from this outlet a passage 124 may lead through the cylinder block'of the enginel to the opposite side, `and thence upwardly to the manifold 125 which. supplies the scavenging ports e. The scavenging ports and the charge ports being thus fed from the single blower discharge 121, in this case I may utilize a single pressure controlling mechanism which communicates with the blower discharge through the opening 126. This pressure controlling mechanis'm involves practically'the same devices as before; a shunt reservoir 127 into which the air flows through the valve 128, and outJ of which the air restrictedly iows through the passage 129 controlled by the adjustable valve 130. The action is the same as herein-.

before explained. The carbureter nozzle 131 is placed in the vertical manifold leg 122;

and, as shown at 132, I may use a Venturi nozzle toincrease the suction action on the fuel in nozzle 131. The carbureter construction is substantially the same as hereinbefore described, the same numerals as hereinbefore used being applied to corresponding parts. The only substantial change in construction,

lso far as the carbureter is concerned, is that the passage 77, after being continued up high enough to have its upper end above the highest liquid level at L, is then extended downwardly as shown at 77 c, to communicate-at 133 with the air passage below the carbureter throttle 81. There is a connec-` tion 134 between the valve 83 and the fuel valve 74, and there is a connection 135 between the throttle valve 81 and the fuel valve 74.' Between the throttle valve 81 and control throttle 136 (which controls the intake of air to the rotary blower), there is af connection 137. All these connections cause the connecting parts to cooperate in lthe manner hereinbefore explained.

As I have before said the carbureter' throttle 81, and its connected cooperating parts,

` are operated in accordance with the amount of air passing through thel carbureter-not necessarily in accordance with the absolute pressure under which the carbureter operates. Consequently valve 81 may be actuated by the difference in pressure on opposite sides of it, and although more accurate and steady means may be used for operating the valve, I show in ig. 6 a very simple means by which the objects may be accomplished,

in order to illustrate and explain the general methods. Fig. 6 shows a part of the mechamsm similar to that shown in Figs. l4 and 5, wherein thel rotary fuel valve 74 is connected by connection v135 to throttley 81 and the the arrow. A spring 140 is connected tothe throttle shaft to oppose opening'movement of the throttle; and this spring may be adjustable, by such an adjustment as is indicated at 141, so as to vary its effect on throttle 81l if adjustment is needed. The spring will be so constructed that it will oppose the openlng of the throttle by a comparatively light force, (the throttle being only slight- Y unbalanced) and graduated so that the throttle `wlllopen substantially to the same position, to pass a given amount of air, as it would be opened b the other mechanisms hereinforepxplaine to pass that quantity of air, operating at any given absolute pressure. Thus, by this automatic action, 4valve 81a is thrown to the same position that 1t would be thrown by the other mechanism to pass a given amount of air; consequently the connected parts will be thrown to the same position as those to which they would be thrown `by the other type of mechanism.

I have nowdescribed certain lmechanisms which control the pressure of the compressed charge in such a manner as to modify that pressure to suit the requirements of varying speeds of operation. Ihave stated that that requirement is2 with properly designed passage ways which have no projections, and which allow free iiow of the charge, that the eifective pressure varies ap-v proximately as the square-of the speed of operation, in order that the velocity of-the charge may vary as the s eed of operation. I have found that an air lower of the centrifugal type substantially meets these requirements; such a blower delivering a volume of air proportionate to the speed of operation at a 'pressure substantially roportionate to the square of that speed. onsequently, in order 'to attain my objects, it is also possible to use such a centrifugal type of blower, and such a blower may be used with or without the controlling mechanism hereinbefore explained. If used without the controlling mechanism it in itself substantially answers the requirements; but a use of the controlling mechanism with it will tend to smooth over the inequalities due to the pulsating action of the engine itself. In Figs. 7 and 10 IV illustrate this form of my invention. Here I also illustrate a poppet valve engine instead of -a sleeve valve engine, in order to show how my invention `may be applied to a two-. cycle engine using poppet valves. Also having i' hereinbefore explained and described how the compressor-elements may all compress as a unit for all of the cylinders in common (the lfirst described type) and having described howthe blower `may be used for a plurality of cylinders, (second described type)-I' describe in this form now, andsshow in Figs. 8 to 10, the application of an individual compressor foreach cylinder. However', it will be readily understood that one or more such centrifugal compressors may be used for a multiple cylinder engine, in accordance" with the descriptions hereinbefore given. In this particular form of my invention I also show my carbureter operating with atmospheric pressure at its intake side, andwith suction (the suction of the centrifugalfan in this case), on its outgoing side. j

Referring first to Figs. 7 and 8, I show a cylinder block at 210 havingtherein a cylinone side of the cylinder so' that the chargeA der 211 in which piston 212 is` adapted to reciprocate. Above the cylinder block there is a head block 213 which has arched passages 21-1 and 215 in it. The sectional and plan configuration of these passages is shown in Figs. 7 and 8. The arched passage 214 extends over the two inlet valves 216 and 217, being the valves to admitthe charge proper and to admit the scavenging air, respectively. There is a water cooled bale at 218 between the two arched passages; and the purpose of this baille 4is to direct the scavenging air and the charge proper downwardly along will pass first downwardly to strike the piston, which is then in a lower position, and then will pass upwardly to the upper end of the cylinder befoife\ieacliing the exhaust valve 219. Valves 216, 217 and 219 are opened and-closed in the sequence hereinbefoi'e set forth, being operated by any` suitable mechanism, such as by the cani mechanism, illustrated at 220 and 221. The location of the exhaust valves at the top of the cylinder has the same features of advantage as before explained. The placement of the haflle or charge directivemeans at the top puts that baille either in direct metallic connection to the water cooled head (see the forni of Fig. 7 or enables the baille to be directly water cooled in the head. This materially decreases the liability of preignition, as compared with the baille heiligen the hot piston. Each inlet valve lpassage 222 has the discharge 223 of a centrifugal fan 221 connected directly with it; the fan blowing directly into the valve passage and preferably Without any obstruction between. Centrifugal fan 224, hereinafter described, may be of any-of the common types having an intake at its centeri at 225 and throwing the air around and outwardly to and through the outlet 223. The fan may have any number of stages; for simplicitys sake l illustrate only a single stage. Also the fan may be placed in any suitable position relative to the engine and convenient for driving connection therewith. The capacity of the fan, as that o f any type of compression, is sufficient to feed all the air'the engine requires at any speed. The charge inlet valve adjacent the cylinder may be arranged together so that the fans 224 for those charge inlet valves may be connected by a common pipe 226 to one carbureter which may serve for bot-h the cylinders. This carbureter, as

.shown inFig. 7, is of the saine type as that shown in and described in connection with Fig. 5; and need not be further explained here except to note that the auxiliary air passage 77 is open to atmosphere at the upper end as is also the lower end of the car-l bureter pipe .226. The remainder ofthe construction is practically the same, and

a5 operates in the same manner, as that explained in connection with Fig. 5; the absolute pressure under which this carbureter operates being atmospheric, or substantially so, instead of a pressure raised by a compression means. The passage of air to the carbureter is caused in this case by the suction upon its discharge side. Throttle valve 81 of the carbureter becomes now the primary control valve of the engine, being manipulated by manual or other control. The auxiliary valve 83 is connected with throttle valve 81 to operate therewith, and the rotary fuel valve 7l is also connected with the throttle to co-operate with it. Now in this case it vwill be noted that the amount of air passing through the carbureter is of course determined by the amount bywhich throttle valve 81 is opened. As the lvalve 81 is closed, the

difference in pressure on opposite sides of inward movement of piston 230, which is exposed to atmospheric pressure on its exterior face. The piston stem 232 is connected at 238 with the small valve 83 in such a manner that an increase in suction onv the inner face of the piston willy cause the valvei83 to open.

In Figs. 10 and 11 T'illu'strate the use of a. single centrifugal fan22-l for a plurality of cylinders; the engine construction illustrated at Figs. 10 and 11 being the same as um iiiustmied in rigs. 7 an s. Here I illustrate also the use of the pressure controlling mechanism and the use of the car.-

bureter between the centrifugalfan and thel engine intake, the same asin Fig. 5; the same reference numerals being applied to corresponding parts. However, 1n the case ics of using a centrifugal fan, it may lnot be necessary to use a throttle outside the fan, as a centrifugal fan will vmerely build up its certain maximum pressure2 (which pressure of course depends upon its speed) and will then not build up any more pressure; being in this feature unlike a positive pump.

Another feature of the centrifugal fan is to he noted. 1n itself it tends to keep up af substantially constant pressure Ythroughout the stroke; thus accomplishing the purpose hereinbeforeexplained as an accoinplishment of the'auxiliary reservoir in connection with the positivepum s.

It is to be noted that the't y 81, of Figs. 1, 4, 5, 6, 7, or 1t),v stands between the source of compression and the engine intake, New 1fA this throttle i's yrottle 8.1 or

yieldingly loaued.', s uchv as by having it lequipped with a closing spring as shown in' ports in a manner which will depend on the characteristics of the spring. If the spring is made to actin the manner hereinbefore set forth and particularly is made so that invention, Il claim:

- it opposes less relative resistance to the passage of charge at high speed (high pressure) than at low speed (low pressure) it is readily to be seen that it will more ,retard the low speed action of the charge than it will the high speed action. Thus the retarding action at high speed may be .substantially nothing while that at low speed may be made relatively great. Under these cir-v cumstances, 'if the compressor capacities, etc. are sufficient at high `speed, the low speed laction may be retarded very substantially by the butterfly valve; so that the valve, invitself, may very substantially attain the desired action' or very materially help in that attainment. For instance the vspring 140 in Fig. 6 may press against an arm 140 on shaft 82a. As the arm swings around to the left' in Fig. 6 it goes rto a position where the pressure ofthe spring has less and less power to close the valve. In an injection engine the whole charging mechanism may befurther4 simplified. I-Iere it may be desirable to have only one air charging means, and the air charge from that means may play the part `of both scavenging and charging proper. Any Vof the charging mechanisms hereinbefore ein'` plained may be used; in connection with any type of engine. For the purposes of simply illustrating the application of my invention to such an lengine I show, in

Fig. 13 the poppet type as previously explained and apply a slngle centrifugal `fan 224b tothe inlet valve 216". This valve may 'open at the time yfixed for the opening of i5 the scavenging port and A'close either at the time Vfixed for closing of that port or of J the charge port. Fuel injection may be had by any suitable means, as by a pump 250 forcing fuel through nozzle 251. The action in this type of engine to maintain full charge at varying speeds is the same as before described.

It will not now be necessary for one to recapltulate the features and accomplishments of my invention as they have been set out in connection. with the description.

They include the provision of the uniform weight of charge and unifornrcompression4 pressure, \So aras variations in operating speed are concerned; better carburetion due Ato more uniform and higher velocity of the charge; smaller valves and better valve cooling;v` and numerous other advantages as set out. I do not, howeverwish to restrict my invention. to the particulars herein set forth varying operating speeds; said means em- `their specific senses.

Having described a preferred form of my l. In combination kwith an internal combustion engine having an intake, means to feed charge to the intake at a pressure varying substantially in accordance with the varying'resistance to flow of the charge at bodyingl an intake passage leading to the intake, a compressor adapted to compress charge'into the passage at a pressure sulficient to flow the charge vthrough the intake at the highest speed of engine operation, an auxiliary reservoir and communication means bet-ween the passage and the reservoir automatically throwing the reservoir out of action at high speed operation.

2.In combination with an internal combustion engine having an intake means to feed charge to the intake at a pressure varying substantially in accordance with the varying I resistance to iow of the charge at varying1 operating speeds; saidmeans em- 'bodying an lntake passage leading to the in;

take, a com ressor adapted to compress charge into the passage at a pressure suiii'- cient to iow the charge through the intake at the highest speed of engine operation, an auxiliary reservoir in relativel free communication with `the passage or entry of charge t0 the reservoir and in relatively re.- stricted communication with the assage for flow of charge from the reservoir into the passage.

3. In combination with an internal combustion engine having an intake, means to feed charge to the intake at a pressure varying substantially in accordance with the varying resistance to flowA of the charge at varying operating speeds; said means embodying an intake passage leading to the intake, a com ressor adapted to compress charge into t e, passage at a pressure suiiicient to flow the charge through the intake at the highest speed of engine operation, an auxiliary reservoir and communication means between thepassage and the reservoir automatically throwingthe reervoir out of ac- 12,0 

